Transmission operating mechanism



Jan. 12, 1954 H. w. PRICE 2,665,594

TRANSMISSION OPERATING MECHANISM Original Filed Feb. 10, 1945 8 Sheets-Sheet 1 lll/ v Hkeam W PRICE .Fzs. 3 BY A ORA/EV Jan. 12, 1954 H. w. PRICE 2,665,

TRANSMISSION OPERATING MECHANISM Original Filed Feb. 10, 1945 8 Sheets-Sheet 2 [754 040 W P2105 ar 73:

A TTOP/VE Y Jan. 12, 1954 H. w. PRICE TRANSMISSION OPERATING MECHANISM 8 Sheets-Sheet 5 Original Filed Feb. 10, 1945 INVENTM ff/team W PE/CE Jan. 12, 1954 H. w. PRICE TRANSMISSION OPERATING MECHANISM 8 Sheets-Sheet 6 Original Filed Feb. 10, 1945 7: Mom/Pam W EULD E/C'E Hi I 7:

A TTOR/VEY Jan. 12, 1954 H. w. PRICE 2,665,594

TRANSMISSION OPERATING MECHANISM Original Filed Feb. 10, 1945 8 Sheets-Sheet 8 i I |l I L2 I q @7 K9 w H'GH NEuTRAL 33 57 1 15.15 wns/vmP hQ/QQLD 1M PRICE 5 .Pateiited Jan. 12, 19 54 2,665,594 TRANSMISSION OPERATING MECHANISM Harold W. Price, Pasadena, Calif., assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Original application February 10, 1945, Serial No.

577,201, new Patent No. 2,601,629, dated June 24, 1952. Divided and this application Septemher 24, 1951, Serial No. 247,994

1 Claims. (01. 74-412) This invention relates in general to power transmissions and in particular to power and manually operated means for operating a change speed transmission of an automotive vehicle.

An object of my invention is to provide, in the power plant of an automotive vehicle which ineludes a fluid coupling, afriction clutch, and a kickdown transmission, means for operating and controlling the operation of the transmission said means being so constructed as to provide flexibility of car control with very little effort on the part of the driver. w

One of the principal objectsofmy invention is to'provide a combined power and manually operated means for operating a four-speeds forward and reverse change-speed transmission said means serving, when the vehicle is at a standstill, the engine is running and a selector lever is placed in a certain position, to establish the transmission "in its-first gear setting and then, after the car is under .way and reaches a certain speed, serving to automatically shift said transmission from its first gear setting to its third gear setting the latter operation being followed, after a relatively short space of time, by'another automatic operation'of the transmission operating means to establish the transmission in its fourth gear setting. As the downshift cycle of operations of my transmission operating mechanism at a predetermined vehicle speed or when the accelerator is fully depressed, said mechanism will automaticallyshift the transmission from its fourth gear setting to its third gear setting and if a manually operated switch such as a clutch pedal operated switch is then closed, the transmission will-then be established in its first ear setting.

It is a further object of my invention to provide means for operating a four-speeds forward and reverse transmission said means being automatically operable, after a manually operated selector lever is placed in one of four positions and the accelerator of the vehicle is released, to successively eilect certain operations of the transmission, said means serving to establish the transmission in its neutral setting when the selector lever is placed in a second ofthe aforementioned four positions, serving to establish the transmission in its reverse gear setting when the selector lever is placed in a third of the aforementioned four positions and serving to establish the transmission in one or the other of two settings when the selector lever is placedin the fourth of the aforementioned four positions. A further object of my invention is to provide means, cooperating with the aforementioned tron operating 2 means and constituting a part thereof, for so controlling the operation of thejignition system of the vehicle as to facilitate a certain operation of the transmission operating means.

A further object of my invention is to provide means for so operating a four speeds forward and reverse transmission as to successively effect, in the upshift cycle of operations of the transmission from a first gear setting, a third and then a fourth gear setting of the transmission said means including means for insuring the third gear setting of the transmission before the fourth gear setting may be effected. It is a further'objectof my invention to so construct this transmission operating means as to successively effect third and first gear settings of the transmission in the downshift cycle of operations of the transmission said means including means for insuring the third gear setting of the transmission before the first gear setting may be efiected.

A further object of my invention is. to provide apower plant for an automotive vehicle including an internal combustion engine, an accelerator, an ignition system, a propeller shaft drivably connected to the rear wheels of the vehicle, a four-speeds forward and reverse transmission including free wheeling means operable to provide a. unidirectional drive between the engine and propeller shaft when the transmission is established either in its third gear setting or its first gear setting, and power and manually operated means for operating said transmission, certain operations of said transmission, operating means being facilitated by operations of the accelerator, the fiuld coupling, the ignition system and the free wheeling means of the transmission.

Yet another object of my invention is to provide means for operating a four-speeds forward and reverse transmission of an automotive vehicle to successively establish the transmission in its first, third and fourth gear settings during the upshift cycle of operations and to then successively establish the transmission in its third and first gear settings in the downshift cycle of operations. A further object of my invention is to facilitate these operations of the transmission operating means by including in the power plant of the vehicle a friction clutch constituting a part of the means interconnecting the transmission and engine and by so constructing said trans- I mission that the same becomes a unidirectional driving means between the-engine and propeller shaft when the transmission is established in either its first gear. setting or its third gear set! Yet another object of my invention is to provide a power plant for an automotive vehicle including an internal combustion engine, an ignition system for in part controlling the operation of said engine, an accelerator, a friction clutch, means for operating said clutch, fourspeeds forward and reverse transmission including free wheeling means operable to facilitate a demeshing operation of the transmission when the same is established in its iirst and third gear settings, and means, whose operation is facilitated by an operation of the accelerator and friction clutch. for operating said transmission.

Yet another object of my invention is to provide means for operating a four-speeds forward and reverse transmission which includes free wheeling means operative to make of the transmission a unidirectional driving means when and only when the transmission is established in either one of two of its forward gear settings, the

operation of said transmission operating means being facilitated by the torque controlling operations of the aforementioned free wheeling means of the transmission, the accelerator of the vehicle in its control of the engine of the vehicle, the ignition system which is momentarily disabled by the transmission operating means to facilitate a certain operation of said means and a fluid coupling interposed in the power plant between the engine and transmission said fluid coupling facilitating the establishment of the transmission in its first gear setting from its neutral setting when and only when the engine is operating at a relatively low R. P. M. and the car is at a standstill.

My invention further contemplates the provision of means for operating the four-speeds forward and reverse transmission of an automotive vehicle said transmission operating means including two motors each having a high and a low setting, one of said motors, when established in its high setting, cooperating with the other motor to effect the third and fourth gear settings of the transmission and when established in its low setting cooperating with said other motor to effect the first and second gear settings of the transmission said transmission operating means further including electro-pneumatic means for controlling the operation of said motors.

Yet another object of my invention is to provide manual and power operated means for operating a four-speeds forward and reverse transmission which includes a selector member and two gear shifter members said transmission operating means including a selector lever, preferably mounted beneath the steering wheel of the vehicle, movable in three difierent planes to four diflerent positions the movement to one of said positions, which may be called an overrule position, eflecting, by the operation of power means, a certain setting of the transmission; the movement to another position effecting, by the operation of power means, a neutral setting of the transmission; the movement to an automatic position making possible the establishment of the transmission in three of its settings; and the movement to a fourth position effecting, by power means and by the physical effort of the driver. the reverse gear setting of the ion.

Other objects of my invention and desirable details of construction will become apparent 4 tion to follow and disclosed in the accompanying drawings, in which:

Figure 1 is a diagrammatic view of a. portion of the power plant of an automotive vehicle including the particular transmission and the transmission operating mechanism constituting my invention;

Figure 2 is a longitudinal sectional view through a portion of the power plant disclosed in Figure 1 said view disclosing details Of the fluid coupling, friction clutch and three-speeds forward and reverse transmission of said plant;

Figure 3 is a schematic view of the principal elements of the transmission operating electro- 1rziineumatic mechanism constituting my inven- Figure 4 is a sectional view, taken along the line 4 of Figure 1, showing a portion of the manually operated control means of the shifter mechanism;

Figure 5 is a detail sectional view taken on the line 5-6 of Figure 4;

Figure 6 is a sectional view showing details of the so-called kick-down spring and vacuum operated motor of my invention;

Figure 7 is a transverse sectional view taken through the synchronizer 01' Figure 2 and looking rearwardly to disclose certain parts of the transmission;

Figure 8 is a sectional view disclosing details of the pressure differential and spring operated motor and cooperat' parts of the linkage for effecting a manual everse gear operation of the shifter mechanism;

Figure his a view, largely in section, disclosing details of the double acting pressure differential operated motor for actuating the range selecting synchronizer 80 of the transmission disclosed in Figure 2;

Figures 10 and 11 are sectional views, taken on the lines il-IO and H-H of Figure 9 respectively, disclosing details of the control valve of the motor unit of Figure 9;

Figure 12 is a sectional view, taken on the line I 2- of Figure 1, of a portion of the manually operated remote control mechanism of my invention;

Figure 13 is a plan view, taken on the line "-13 of Figure 1, disclosing the steering wheel of the'vehicle and the shift lever associated,

therewith;

Figure 14 is a sectional view of the control valv: for the kick-down motor disclosed in Figure Figure 15 is a schematic view disclosing details of the transmission operated so-called interlock switch of my invention;

Figure 16 is a view, similar to Figure 15, disclosing details of the manually operated selector switch operated by the shift lever of Figure 13; an

Figure 17 is a view disclosing the yieldable connection in the linkage interconnecting the accelenter and throttle.

There is diagrammatically disclosed in Figure 1 a preferred embodiment of the transmission operating and controlling mechanism constituting my invention. In this embodiment a four speeds forward and reverse transmission II is incorporated in the power plant of the automotive vehicle and between said transmission and the internal combustion engine I 2 of the vehicle there are included a fluid coupling l4, and a friction clutch I of conventional design. The elements II, I4 and I of the power plant are disclosed in detail in Figure 2 however they do not of themselves constitute a part of my invention. In other words no claim is made to the details of the friction clutch, fluid coupling and change speed transmission. My invention lies in the combination of elements diagrammatically disclosed in Figures 1 and 3 and detailed in other flgures of the drawing; particularly in the power and manually operated means for operating the aforementioned transmission said operation being facilitated by the operation of the accelerator, the friction clutch, the ignition system and the fluid coupling of the power plant.

The transmission operating power and manually operated mechanism constituting my invention is in large measure automatic in action by virtue of the operation of the power means of said mechanism however as will be brought out hereinafter the reverse gear setting of the transmission is efleeted by the manual operation of certain control members.

Referring now again to Figure 1 of the drawings the particular change-speed transmission of my invention may be actuated by two cranks I6 and 26 and a Bowden control 22 said cranks being actuated by pressure differential operated motors 24 and 26 respectively and the Bowden control being actuated by the hereinafter described force transmitting means mountedwithin and upon the steering column 26 0f the vehicle. A spring and pressure differential operated motor 66, Figure 8, also serves as a part of the power means for operating the transmission mechanism of my invention said motor being controlled by a valve 32. 'Ihe carburetor throttle valve 34 disclosed in Figure l is actuated by force transmitting means including cranks 36 and 36, links 36 and 46, the hereinafter described lost motion connection interconnecting the crank 66 and rod 66, and the accelerator 42 of the vehicle the latter being moved to its throttle closed position by a return spring 44. l The motors 24 and 26 are controlled by valve means 46 and 48 respectively, said valves, together with the aforementioned valve 62, being connected to the intake manifold 66 of the engine l2 by the interconnected conduits disclosed in Figure 1. These conduits, indicated by the reference numerals ii, i3, I5, I! and I6, will be referred to in the description to follow.

Describing now that part of the power plant disclosed in detail in Figure 2 the fluid coupling i4 is bolted directly to the crank shaft 62 of the engine and the driving member 63 of the friction clutch I6 is connected to the driven member 64 of the fluid coupling. The driven member 66 of said clutch is connected to the drive pinion 66 of the four-speeds forward and reverse transmission i6 said transmission constituting one of the principal elements of" my invention. The drive pinion 66 meshes with the free wheeling gear 66 on the countershaft 62 which is mounted on a support 63; and this gear 66 in turn drives, through the free wheeling unit 64, the cluster gear said cluster gear comprising the countershaft third speed gear 66, the countershaft first speed gear 66 and the countershaft reverse gear 16. Meshing with gear 66 is the main shaft third speed gear 12 which is mounted on the mainshaft 14 on roller bearings and which may be directly clutched to the drive pinion 66 by means of a synchro-clutch sleeve 16 of a synchro-clutch 'l'l. When these parts are so clutched and the mainshaft third speed gear 'I2 is coupled with a power operated sleeve 16 of a synchronizer 66 then the 6 transmission is established in its fourth gear or direct drive setting said setting being indicated by the relatively long dash lines in Figure 2.

The gear 12 is thus directly coupled to the mainshaft I4 to effect a high range setting of the transmission by sliding the power operated sleeve 16 of the synchronizer "forward into engagement with the clutching teeth of said gear. When this high range setting is established the transmission may, by a kickdown operation, be established in its third gear setting by declutching the synchro-clutch sleeve 16 from the drive pinion 66. This third gear setting of the parts is indicated by the dot and dash line in Figure 2.,

The hub of the synchronizer 66 is splined to the mainshaft l4 and this synchronizer serves also to couple a mainshaft low speedgear 62 to the mainshaft when the sliding sleeve 16 is moved to the right, Figure 2, so as to engage the clutching teeth on said gear 62; and when the parts are in this position the transmission is set to be established in its low range setting. This low range setting having been established the transmission may be established in its second gear setting by moving the sleeve 16 into engagement with the pinion 66 and may be established in its first gear setting by moving said sleeve out of engagement with said pinion. These first and second gear settings are indicated respectively by the relative short dash lines and the closely spaced dots in Figure 2.

and a subsequent bodily movement of said fork,

to be moved into mesh with the countershaft reverse gear 16 and said mainshaft reverse gear 64.

This manual operation of establishing the transmission in its reverse gear setting will be described in greater detail hereinafter.

Describing in greater detail the operation of the synchro-clutch I'I the synchro-clutch sleeve 16 serves to couple the driving pinion 66 with mainshaft third speed gear 12 when the hereinafter described automatic upshift is made from third to fourth gear. As disclosed in Figure 2 sleeve "is splined to the mainshaft third speed gear 12 and a synchro-clutch blocker ring 62 is mounted between the gear 12 and pinion 66 in such a manner as to prevent the forward move- .ment of said sleeve into engagement with clutching teeth on the rear end of said pinion until the two parts have come to the same speed of rotation. In order to accomplish this blocking action and prevent the engagement of the sleeve with the drive pinion clutching teeth the blocker ring 62 rotates a suflicient amount, with respect to third speed gear 12, to cause the ends of the teeth on the sleeve 16 to abut with the teeth on the outside of the blocker ring at all times when the drive pinion and the mainshaft third speed gear are not rotating at the same speed. As to the synchronizer 66 the same is of conventional design and is accordingly not described in detail.

Describing now the double-acting fluid pressure operated motor 26 which actuates the syn- 7 r chro-mesh sleeve I3, Figure 2, this motor, which is disclosed in detailin Figure 9, comprises a casing 33 and a piston 34 the latter being connected byarod 3i toacrankfl, Figure 8.

As disclosed in the latter figure a forked end of the crank 33 is pivotally mounted upon a hollow shaft 31 which may be secured to a part of the chassis 33 of the car or a part fixedly secured thereto. The aforementioned pressure diflerential and spring operating motor 30, which includes a power element I00, is mountedupon the outer end of the shaft 31 said power element being connected at its center to a pin IOI slidable within said shaft. Pins I02, mounted in openings in one end of the pin IIII, serve as key members to interconnect the pin IOI with the hub portion of a crank I03 said crank being connected, by a rod I04, with the aforementioned crank 20. The latter crank serves to actuate the sleeve 13 by the mechanism disclosed in Figure 7. The pins I32 are adapted to slide within slots I in a bushing III and slots I01 in the shaft 31 this construction making it possible to bodily move the crank I03 either-to the right or left, Figure 8. As is disclosed in the latter figure the hub of the crank III is shaped to interlock either with the hub of a crank Ill pivotally mounted on the shaft 31 or with one of the ends of the crank 36 depending upon the operation of the motor 30. After the crank I03 is interlocked with the crank I03 a rotation of the latter by the physical eii'ort of the driver serves to effect the reverse setting of the transmission. The motor is vacuum energized when the engine I2 is idling to make of the intake manifold 50 a source of vacuum, the control valve 32 being then opened by a spring I 03 to interconnect said manifold with a compartment IIO of said motor. The power element I00 is then subjected to a differential of pressures moving the same to the right to interlock the cranks 33 and I03, said position of the parts being disclosed in Figure 8. In this operation air passes from compartment H0 to the intake manifold via a duct III, the interior of a casing member II2 secured to the casing of the motor 30, a duct H3 in a fit- .ting I I4 mounted in the end of the casing I I2 and the interconnected conduits I I, I5 and II. A compartment I I5 of the motor 30 is permanently vented to the atmosphere via a port H6 in the motor casing. It is to be noted here that a check valve 3', Figure l, is included in the conduit II to insure a vacuum energization of the motor 30 and the consequent maintenance of the connection between the motor 26 and crank 20, when the car is brought to a stop and the engine is stopped. As will be brought out in the description to follow there is thus provided, with the mechanism of my invention, means for insuring a start of the vehicle in a relatively low gear setting when a selector lever H1 is left in its automatic position.

Now the valve 32 is moved to the left, Figure 8, when electrical current is passed through a winding III said winding, together with the valve 32 acting as an armature, constituting a solenoid Passage of said current, that is the energization of the solenoid H3, serves to seat the valve 32 upon the end of the duct I I3 and uncover a port H3 in the casing of the motor 30. The compartment H0 is thus vented to the atmosphere via port II6, compartment H5, port N3, the interior of the solenoid H3 and duct III; and this operation results in a spring energization of the motor 30, that is a spring I20, which is com- 75 pressed when said motor is vacuum energized. expands to move the hub of the crank I33 into mesh with the hub of the manually operated crank I.

5 As is disclosed in Figure l the crank I is connected to the so-called shift lever or selector lever III by a rod I22, a lever I23, a rod- I24 and a crank I25 mounted on the lower end of a tubular shaft I23. As will be understood from an inspec- 10 tion of Figures 1, 4, 12 and 13 when the shift lever III is lifted up, that is rotated counterclockwise in a plane perpendicular to the plane of the steering wheel I21 of the vehicle, then said lever fulcrums at I23, Figure. 12, to bodily move the shaft 15' I 23 downwardly to effect a reverse gear operatiaily parallel to the plane of the steering wheel I21 then the shaft I23 is rotated about its longitudinal axisthereby rotating the crank I25; and this operation serves to eifect any one of three settings of a selector switch I23 shown at 25' the base of the steering column in Figure 1 and diagrammatically in Figure 3. These three settings, defined as automatic, neutral and overrule, will be discussed hereinafter when the operation of the entire shifter mechanism constituting my invention is described in detail.

The switch I23, shown in detail in Figur lfl, is actuated by acrank I23 which in turn is rotated by means, not shown, actuated by a link I30, Figure 4. The crank I25 is biased, by a as spring I3I, to the position disclosed in Figure 4;"

and in this position one end of a pin I32, extending through one end of said crank, fits within an opening in the end of the link I30, all as is disclosed in Figure 4. It follows therefore that rotation of the selector lever I II when in its normal position results in an operation of the switch I28 to control the power operation of the transmission operating crank 20 whereas when said selector lever is actuated to effect a reverse gear setting of the transmission this operation is effected solely by the physical effort of the driver. When the reverse gear setting or the transmission is being effected there is no operation of the switch I28 inasmuch as the pin I32 is then out of registry with the link I30.

Referring now again tothe motor 28. energization of said motor serves to move the piston 34 and the sleeve 13 connected thereto to establish the synchronizer in any one of a transmission 5 neutral setting, the aforementioned low range setting or the aforementioned high range setting. When the synchronizer is established iii its low range setting the transmission is, as previously described, established in either first gear or sec- 50 and gear depending upon the setting of the synchro-clutch sleeve 18; and when the synchronizer 80 is established in its high range setting the transmission is established in either its third or fourth gear settings depending upon the as setting of said synchro-clutch sleeve. which is indicated by the reference numeral Ill.

The motor 26 is controlled by the aforementioned valve mechanism 48 which, as disclosed in Figures 9, 10 and 11, is preferably detachably secured by bolts to the casing of said motor. The

0 valve mechanism 48 includes a body member I33 which is recessed and bored, as disclosed in Figures 9, 10 and 11, to provide the hereinafter described ports and ducts. Valve operating solenoids I34 and I 35 are preferably detachably mounted on the body member I33 the armatures 9 I96 and I61 of said solenoids being biased downwardly by springs I96 and I39 respectively to vent the control chambers I48 and. HI of the motor to the atmosphere. The solenoids I84 and I36 may be defined respectively as the low range and high ranfle solenoids. The motor 26 is disclosed in Kliesrath et a1. Patent No. 2,156,118 dated April 25, 1989, accordingly no claim is made to said motor in this application.

Describing now the operation of th motor 26 which may be defined as the range shifter motor of applicant's invention, when the solenoid I34 is energized the armature I86 is moved upwardly against the tension of the return spring I36 thereby seating a valve I42 at I43 and uncovering a duct I44. This duct registers with a duct I45, Figure 11, connected to the aforementioned conduit I3 said conduit being connected to the intake manifold 50 of the internal combustion engine I2. The compartment I46 of the motor is thus connected with the intake manifold constituting a source of vacuum the degree of vacuum being fairly high when the throttle of the carburetor is closed to idle the engine. This operation results in a movement of the piston 94 to the left, Figures 3 and 9, to establish the synchronizer in its low range setting; for when the compartment I40 is partially evacuated by connecting the same with the intake manifold the other compartment I4I' of the motor 26 is vented to the atmosphere via an air cleaner; not shown, a nipple I46, a duct I41 and a reces I46, Figures 9 and 11. The piston is therefore subjected to a diiferential of pressures to movethe same to the left.

When the solenoid I35 is energized the armature I31 of said solenoid is moved upwardly against the tension of the spring I99 thereby seating a valve I49 at I50. Th motor 26 is then again energized, the compartments I40 and I being connected by the above described air transmitting connections, with the atmosphere and manifold respectively. The piston 94 is then subjected to a differential of pressures moving the same to the right, Figures 3 and 9 to establish the synchronizer in its high range setting. The

motor 26 may also be energized to move the piston 94 and the sleeve 18 connected thereto to neutralize the transmission, however, this operation is described hereinafter in conjunction with the description of the electrical means for controlling the operation of the solenoids I34 and I36.

Referring now to Figure-6 disclosing the kickdown motor unit 24 said unit actuates the synchro-clutch sleeve 16 and in part controls the operation of the ignition system. This motor unit, which is double acting by virtue of being spring operated in one direction and pressure differential operated in the other direction, includes a doubleended casing I5I housing a piston or equivalent power element I 52 which may be connected with the synchro-clutch sleeve operating crank I8 by a rod I63. The solenoid operated valve unit 46 for controlling the operation of the unit 24 is disclosed in detail in Figure 14. This valve unit comprises casing parts I54 an I55 housing a solenoid I56. To the lower end of the armature I51 of this solenoid there is connected a valve member I58 adapted, when the solenoid is energized, to seat at I59 to close 011 an opening I60 in a plate I6I clamped between the aforementioned two casing parts. This opening I60 serves to interconnect chambers I62 and I69 of the valve mechanism chamber I62, as disclosed in 10 Figure 14, being vented to the atmosphere by means of a conduit I64 leading to. an air cleaner.

The chamber I68 is connected to the intake manifold by the conduit I1 and to a compartment I66 of the motor 24 by means of the conduit I6. A chamber I66 of the motor 24 is permanently vented to the atmosphere by means of an opening I61 in the motor casing.

As disclosed in Figure 6 the motor is providedcompartment I66 in air transmitting communication with the intake manifold, the piston I62 is moved to the right, Figure 6 by the differential of pressure acting upon th same; and this operation serves to rotat the synchro-clutch "operating crank I8 to connect the gear 12 with the drive pinion 68 all as previously described. This operation of the piston also serves to compress, that is, compressfkickdown spring I66 housed within the motor compartment I65. Now when this upshift operation of-th p ston is completed then said piston is in contact with a grounded electromagnet I69 Figure 6; and this electromagnet is at the'time energized by virture of its being wired in series, Figure 3, with the then energized valve operating solenoid I 56. The piston is therefore held by the electromagnet I69 in its upshift position until the valve operating solenoid is deenergized to effect the downshift or kickdown operation of the motor 24.

When the solenoid I56 is so operated a spring I10 serve to move the valve operating armature I51 to thereby move the valve I58 into contact with a. seat I12 thereby cutting of! the connection 7 between the intake manifold and the control chamber I 63 and venting said chamber to the atmosphere via the opening I60, the control chamber I62 and the conduit I64. The piston I52 is then immediately moved to the left, Figure 24, by the expansion of the cocked spring I68 this operation, as described above, being made possible by the deenergization of the electromagnet I69; and this power operation of the piston by the spring I68 serves to move the synchro-clutchsleeve 16 to the right, Figure 2, to disconnect the drive pinion 58 from the mainshaft third speed gear 12. This operation, that is the spring operation of the motor 24 to declutch the pinion 58 and gear 12, is known in this art as a kickdown operation of the transmission.

The kickdown operation of the motor 24' is facilitated by a momentary disabling of the ignition system of the engine and to this end there is secured to one end of the motor casing I5I an ignition interrupter switch I13 said switch being grounded. This switch comprises a fixed contact I14 secured to a switch housing member I15; and the movable contact member I16 of the switch comprises a plate biased to the left, Figure 6, by

l 1 I99, a pin I92 mounted on the end of the connecting rod I69 serves toicompress the springs I19 and Ill to close the ignition interrupter switch I13. The spring I11, being weaker than the spring I19, is compressed before the latter spring is compressed accordingly when the motor is spring energized to effect a kickdown operation of the transmission the piston I52 moves a short distance as the spring I19 expands; and during this operation the spring I11 remains compressed the switch I13 remaining closed. When the spring I19 has completed or substantially completed its expansion then the spring I11 expands to open the switch I13.

There is thus provided motor operated means for maintaining the ignition interrupter switch closed for a very brief period of time and, as will be brought out in greater detail hereinafter, the ignition system is during this brief period of time disabled to thereby reverse the engine torque to facilitate the kickdown operation of the transmission.

Describing now the complete operation of the mechanism constituting my invention and incidentally describing details of electrical mechanism not heretofore described, it will be assumed that the driver hasrotated the shift lever II1' clockwise to set the selector switch mechanism I29 in its automatic position indicated by the letter A in Figure 3. It will also be assumed that switches I9I' and I92 of the: shift lever operated switch mechanism 22' are open and that the accelerator 42 is released to close a switch I93 and to idle the engine I2 thereby making of the intake manifold 99 a source of vacuum to make possible a vacuum energization of the motors 24, 29 and 99. .It is further assumed that the car is at a standstill thereby eflfecting an operation of a vehicle speed responsive governor I84, Figure 3, to move a contact I95 into engagement with a contact I99. 7

Now with the above described setting of the controls the parts of the mechanism take the position disclosed in Figure 3, that is, the piston I82 the motor 24 is in its kickdown setting indicated by the letters KD in Figure 1, the piston 94 of the motor 25 is in its low range setting indicated by the letter L in Figure 3 and the piston I99 0! the motor 39 is in the position disclosed in Figure 8 to mesh the crank I03 with the yoke portion. of the crank 96. The transmission is accordingly then established in its first gear setting.

Describing the operation of the mechanism to efiect this setting of the transmission, when the selector lever is moved to establish the selector switch mechanism I 29' in its automatic that is A position, then the grounded solenoid I34 'of the motor 29 is electrically connected to a battery I81 by wires 8 and 9, the armature III of a relay II, wires 2| and 3, a fixed contact 5, Figure 16, of the selector switch I28, a movable contact C of said switch, wires 2' and 2, the then closed accelerator operated breaker switch I83. wires 23 and I2, the ignition switch I98 of the car and a wire I3. The solenoid I34 is thus energized thereby, as previously described, effecting the low range setting of the motor 26 to effect a low range setting of the sleeve 19. Referring to Figures 4 and 8 when the selector lever H1 is in any one of its neutral, overrule or automatic positions the switches I9I' and I92 of the switch mechanism 22', Figure 3, are open and the operation of open- .ing the switch I92 results in a deenergization of the solenoid I II to efiect, by the opened valve 32, a vacuum operation of the motor 30. As previously described the cranks 96 and I03 are by this operation interlocked making possible the above described power operation of the crank 29 ivy-the motor 29. As to the control of the motor 24 to effect its kickdown setting the winding I99 of a relay I9I is electrically connected to the battery I81 by wires 25 and 21, the wire I2, the Ignition switch I99 and the wire I3; and said winding is electrically connected to the ground by a wire 29, a wire 3 I a movable contact F, Figure 15, mounted on a movable contact support 4i, a fixed contact H, a wire 33, a wire 35, a fixed contact M 0! the switch I29, a movable contact E 0! the latter switch and a grounded wire 6. The switch mechanism disclosed in detail in Figure 15 maybe defined as an interlock switch and is indicated as a whole by the reference numeral I92 said switch being actuated by an operation of the crank 29. It is to be noted at this juncture that with the car at a standstill the transmission is probably in its neutral setting accordingly, to energize the winding I99 in the operation of effecting the first gear setting of the transmission it is necessary that the electrical circuit from the ground to said winding be completed through the switch I92 when said switch is in its transmission neutral setting; and it is this circuit that has just been described. Now when the winding I99 oi the relay I9I is energized, there results a movement of the armature of said relay to open a switch I93, Figure 3; and this operation results in a deenergization of the solenoid I59 to thereby eflect the above described kickdown operation of the motor 24.

The transmission is therefore established in its first gear setting when the engine is idling, the accelerator is released and the selector switch I29 is established in its automatic position. Incidentally, with the transmission established in first gear the relay I9I remains energized to maintain the motor 24 in its klckdown setting; for when the synchronizer operating crank 20 is in its low range position the current from the winding I99 to the selector switch I29 is efiected by wires 29 and 3|, movable contact F of the switch I92, Figure 15, a fixed contact I of said switch, a wire 31 and wires 33 and 35.

Briefly completing the description of the selector switch I28 disclosed in detail in Figure 16 this switch mechanism is mounted within a casing I94 which houses a fixed support member I99 and a movable support member I 96 slidable within bearings I91 and I98. The movable contact support member is connected with the crank I29 by means of a rod I99; and the three positions of the selector switch, that is, the automatic, neutral and overrule positions, are indicated by the letters A, N and 0 in Figure 16. It is to be particularly noted at this juncture that the several contacts 01 the selector switch I29 are so constructed and arranged that when said switch is in its overrule position, that is position 0, the only contacts in engagement with each other are the contacts C and 0. When this switch is in its automatic position A the only contacts in engagement with each other are contacts C with S, D with T and E with U; when the switch is in its transmission neutral position N the only contacts in engagement with each other are B with N and E with M.

Briefly completing the description of the transmission operated interlock switch I92, Figure 15, the same comprises a fixed support member 2" upon which are mounted the fixed contacts H, I and J and the aforementioned movable support member 4| upon which are fixedly mounted the movable contacts F and G. The support member Continuing now with the description of the operation of the mechanism constituting my invention it is to be remembered that the transmission is established in its first gear setting when the car is at a standstill, the accelerator is released to, among other things, idle the engine and the shift lever is in its automatic position. There is no need to disengage the friction clutch at this time inasmuch as the presence of the fluid coupling in thepower plant makes this operation unnecessary. The driver then depresses the accelerator to open the throttle thereby speeding up the engine to get the car under way. Now as the car is moved forwardly the transmission It remains in its first gear setting until the speed of the car exceeds the governor speed of say 14 M. P. H.; and this governor speed depends of course upon the setting of the governor I84. At governor speed the movable contact I85 of the governor moves into contact with a fixed contact 202 of said governor;

and when this occurs and the accelerator is re leasedto reverse the engine torque, the transe mission is automatically established in its thirdgear setting it being noted that the motor 24,

the grounded battery I81 is connected to thegrounded movable contact I35 via wire I3, ignition switch I, wires I2 and 28, accelerator switch I83, wires 2 and 2', contacts and S of the selector switch I28, wires 3 and 2|, the winding 43 of relay I I, wires 45, II and 49, contacts T and D of said switch andwire 5|. As to the electrical I circuit interconnecting the grounded solenoid. I 35 with the battery I" this circuit includes wires 39 and 55, the armature II of the relay II a wire 51, a wire 59, the wires 21 and I2, the ignition switch m and the wire Now very shortly after the transmission has been established-in its third, gear setting it is operated to be established in its fourth gear setting; for it is to be noted that by .virute of the construction oi. the interlock switch I92 and the synchro-clutch mech'anismffll of Figure ,3, the,

upshiftoperation of themotorll is not effected until after the motor at has completed its operation. of establishing thetransmission in its third gear setting. In explanation and refer-, ring to Figure it willbe noted that by virtue of a relatively long conductori plate 2 'elec-J trically interconnecting ,the contacts H and I that the circuit maintaining thekickdown relay lll energized is kept closed untilthe establishment of the transmission in itsthird ngear setting is just about completed. when the latter setting is completed the contacts I and H are separated and contacts G and J are in engagement with each other; .however, it is to be noted that the electrical connection from contact J to ground is at this time broken. Now when the relay m is deenergized then the motor 24 is immediately vacuum energized to effect 'the'upshlft operation of the transmission to establish the same in its fourth gear setting. As noted above the operation of the synchro-clutch mechanism 11 also plays a part in delaying the operation of establishing the transmission in its fourth gear setting until after the third gear setting has been completed or substantially completed; for in the operation of the mechanism 11 a certain time is required to effect the synchronization of the gears to be meshed.

As referred to above this successive establish. ment of the transmission in its third and fourth gear settings is also facilitated by the time required for the synchro-clutch 11 to operate to effect the fourth speed setting of the transmission; and it is to be particularly noted that both of these operations are facilitated by the operation of the free wheeling mechanism 64 constituting a part of the transmission. For when the transmission is established in either its first or third gearsetting this free wheeling mechanism, upon release of the accelerator, effects a reversal of the torque, that is, a so-called un-' loading of torque upon the gears. It follows therefore that when the accelerator is released to render the free wheeling mechanism 84 operative then the gear demeshing and remeshing operations of the motors 24 and 26, particularly the demeshing operation, are easily effected.

The transmission having been established in its fourth gear or so-called direct drive setting, the driver will then again depress the accelerator to increase or at least maintain the existing vehicle speed.

Should the driver then wish to quickly pass a car on the road he may do so by merely fully depressing the accelerator to close switches BI and 65 of a switch mechanism 61, Figureii. This automatic operation automatically effects the aforementioned kickdown operation of the motor,

24 to establish the transmission in its third gear setting, the ignition system being momentarily disabled to facilitate this operation. Describing this operation of the transmission mechanismwhen the accelerator is fully depressed the throttle valve is first fully opened and then, by virtue of the compression'of a spring 3|, Figure 1, the continued movement of the accelerator 011-, I

erated rod 39 serves to close the switches BI and 65 of the switch mechanism 61. The spring 8|, which isstronger than a throttle return spring 33',,is sleeved over the end portion of the rod 39 andis positioned between astop 35' pinned to said rod .and one end of a hollow pin 31' which slidably receives the end of said rod. The throttle operating crank 36-is pivotally secured to one end of the pin 31'. It follows therefore that when the accelerator is jully depressed the throttle'valve 34 will be ffl lly opened its movement stopping when it contacts a stopli'; and continued deepression of the accelerator will serve to compress the spring 3| to make possible suflicient'moveresults in a kick-down operation of the motor 25; for the closing of the switch 65 completes an electrical circuit to ground the primary winding of the coil 69 of the ignition system and the closing of the switch 6| serves to complete an electrical circuit to effect an energization of the kickdown relay I9I. Describing the first of these two circuits the aforementioned ignition interrupter switch I13, disclosed in detail in Figure 6 and diagrammatically in Figure 3, is connected to the primary winding of the coil 69 by means of a wire 22', the switch 65, and wires II and 13. As to the second of these two circuits the winding I90 of the relay IBI is connected to ground by means of' I therefore that since the above described ignition coil grounded circuit is at the time momentarily closed that the ignition system will be momentarily disabled to facilitate the operation of the transmission in changing its setting from fourth to third gear.

The driver will then, after passing the other car on the road, release the accelerator to a normal setting to thereby maintain the desired car speed. Now in eifecting this release of the accelerator if he closes the throttle sufficiently to develop an appreciable vacuum in the intake manifold and opens the switches GI and 65, then the motor 28 is again vacuum energized to return the transmission to its fourth gear setting. This operation, as explained above, is facilitated by the torque reversal operation of the free wheeling. means of the transmission.

Describing now the other downshift operation of the transmission, when the selector switch I28 is established in its automatic setting should the speed of the vehicle be reduced below governor speed, that is, sufficiently to effect a movement of the grounded movable contact I85 into engagement with the fixed contact I86, Figure 3, then the kickdown motor 24 will be automatically spring operated to effect the change of setting of the transmission from fourth to third gear; for when the contacts I85 and I86 are in engagement an electrical circuit, via a wire 85, contacts J and G of the interlock switch I 92, a wire 81 and the wire 29, is completed between the relay winding I80 and the ground. The energization of the relay I8I therefore ensues and this operation, as

previously described, effects a downshift operation of the motor 24 to effect the third gear setting-of the transmission. It is to be noted that with this operation of the motor 24 there is no interruption of the ignition system'said operation being unnecessary in view of the relatively low vehicle speed at the time: furthermore, the driver in all probability has at this time substantially reduced the engine torque by releasing the accelerator thereby facilitating this governor operated downshift operation.

At this juncture it is to be particularly noted that with the mechanism of my invention once the transmission is established in its high range setting it remains in this setting until either the hereinafter described overrule operation is effected i6 mission is maintained, so long as this clutch pedal operated switch remains closed and despite the operation of the governor I8 3 below governor speed, by virtue of the so-called hold down operation of the relay I I, Figure 3; for once this relay is energized to move the armature I 0 downwardly, Figure 3, then said relay remains energized by virtue of the grounding of the relay winding 43 via the grounded clutch operated switch 201. Tracing this circuit the grounded switch 201, which is then closed, is electrically connected to the grounded battery I81 via a wire 88, a contact 8| of the relay mechanism, one end of the armature I0, the wire 45, the relay winding 43, a wire 83, the other end of the armature, wires 51, 59, 21 and I2, the ignition switch I88 and the wire I3. With the relay II energized it follows that the solenoid I35 of the motor 26 is energized to establish the transmission in its high range setting. The electrical circuit between the latter solenoid and the grounded battery was described above, accordingly, the tracing of this circuit will not be repeated here. 7

It is apparent therefore that once the high range setting of the transmission has been established said transmission will shuttle back and forth between its fourth and third gear settings under the control of the governor operated switch mechanism and the accelerator the latter con trolling the engine torque and the operation of the free wheeling unit 64. I

Should the driver wish to shift the transmission down from its third to its first gear setting he may effect this operation by releasing the accelerator to close the switch I83 and depressing the clutch pedal 206 sufliciently to open the switch 201. This operation of course effects a deenergization of the relay.II the armature III being moved by a spring 208, to complete an electrical circuit to effect an energization of the low range solenoid I26 of the motor 28. The latter motor is then energized to efiect the low range setting of the transmission.

The driver may, when the transmission is in either fourth or third gear depending of course upon the vehicle speed, effect what is defined as an overrule operation of the transmission operating mechanism. The selector lever I I1 is moved to its overrule position, that is, the position 0 in Figures 3 and 16 and the accelerator is released to effect the necessary torque reversal and closure of the switch I83. The transmission is then established in its low range setting by an operation of the motor 26. If this overrule operation s initiated when the transmission is established in its fourth gear setting then the shift is from fourth gear to second gear; and if the overrule operation is initiated when the transmission is established in its third gear setting then the shift is from third gear to first gear. As to the operation of the electrical control to effect this overrule operation it is to be remembered, as described above, that when the selector switch I28 Is in its overrule position 0 all three of the automatic, that is A, Figure 3, selections of the contacts of said switch are disabled. It follows therefore that when the owrrule selection of said switch is made that the relay II is deenerglzed thus completing the circuit, through the relay and selector switch, to effect an energization of the low range solenoid I86; and this operation, as described above, results in an operation of the motor 26 to establish the transmission in its low range setting The transmission Il may be neutralized by the 17 power means by merely releasing the accelerator to close the switch I82 and then placing the selector switch in its neutral, that is, N setting, Figure 3. The motor 28 is then energized to bring the piston 94 to its central position, Figure 9, thereby effecting a neutralization of the transmission. Referring to Figures 3 and 9 it will be noted that there is provided what is defined as a neutral switch mechanism 2 I 8 comprising a fixed contact II and two movable spring contacts I3 and I5: The latter contacts are biased, preferably by their own preformed shape, into engagement with the fixed contact and forced away from. the latter contact by a lever 2I2 an end portion 18' of'said lever being positioned-between ends of the contacts I3 and I5 and an end portion 8 I of said lever being in contact with the piston 84.

The contact I3 is connected to the wires 88 and 58 by a wir 9' and the contact 15' is connected to the wires 8 and 8 by a wire 8'. As disclosed in Figure the wire I is connected to the fixed contact 'I I Describing the transmission neutral operation of the motor 26 if the transmission isestablished in its high range setting then the lever 2I2 fulcrums at 2I8 to efiect a separation of the contacts 'II and I3 and to permit the engagement of the contacts II and I5; and if the transmission is established in its low range setting then said lever is biased, by a spring 2 I4, to a position to permit the engagement of the contacts 'I I and I3 and to effect a separation of the contacts II I and I5. It is apparent therefore that when the transmission is established in either one of the range settings the neutral switch mechanism is preselected to effect an operation of the motor 28 to establish the other range settings of said transmission. To neutralize the transmission then the driver needs but to release the accelerator to close the switch I83 and place the selector lever ill in its transmission neutral position whereupon the switch I28 is established in its N position, Figures 3 .and 16. The motor 28 is then energized to neutralize the transmission, that is, move the sleeve 18, Figure 2, to its neutral position; and in this operation the movement of the piston 84 is arrested when it reaches said position, all as is disclosed in Figur 9. Thi arresting operation is affected by virtue of the fact that both contacts 13' and 15 are spaced from the fixed contact I I when the piston 94 is in its transmission neutral position.

It is to be noted, from an inspection of the switches I28 and I82 in Figures 3, l5 and'l6, that the kickdown motor 24 is operative to effect the kickdown operation of the transmission and maintain this setting whenever the transmission is neutralized as described above; and it is also to be noted that in the operation of establishing the transmission in its reverse gear setting from one of the two range settings that the transmission is neutralized by the power means prior to th manual operation of establishing the transmission in reverse.

There is thus provided a relatively simple manually and power operated transmission operating mechanism, controlled'by the operation of three manually operated controls in their actuation of the switches I81, I83; I28, and 281; the operation of the motor 26 in its actuation of the switch I92; and the operation of the governor I84 in its actuation of the switch mechanism I85, I88, 282.

Three separate power means are included in this,

four-speeds forward and reverse transmission operating mechanism. One of said power means the transmission is automatically shifted from" first gear to third gear and then to fourth gear in getting the car under way; and so far as the aforementioned controls are concerned this operation is elfected merelyby a release of the accelerator after the car has reached a certain speed. The transmission then remains established in its fourth gear-setting until the driver desires to shift to third gear, this operation being effected by either fully depressing the accelerator or by slowing the car down below a certain speed; or the driver may at any time, by merely releasing the accelerator and placing the shift lever in its overrule that is 0 setting, shift the transmission either from fourth gear to second gear or from third gear to first gear. Then too, the driver may, with the shifter mechanism of my invention, neutralize the transmission from any setting by releasing the accelerator and then placing the shift lever in its neutral setting; and the driver may, by a combined manual and power operation of the transmission, place the transmission in its reverse gear setting by moving the shift lever to its reverse gear setting; and the driver may shift the transmission from third to first gear by merely releasing the accelerator to close the switch I83 and depressing the clutch pedal sufilciently to open a switch 287. It is to be remembered that the unidirectional drive through the transmission, by virtue of the overrunning clutch 84, facilitates the shift of the transmission from its first gear setting and from its third gear setting.

Most operations of the shifter mechanism of my invention are, however, substantially automatic in action, that is the shifting of the transmission from fourth to third gearor from third gear to fourth gear. In this automatic operation the accelerator is the only control actuated by the driver.

It is thought that the inventionand many of its attendant advantages will be understood from the foregoing description and it will be apparent that various changes may be made in the form, construction and arrangement of the parts without departing from the spirit and scope of the invention or sacrificing all of its material advantages, the forms hereinbefore described being merely preferred embodiment or alternative thereof.

This application is a division of my applicatii 1: Number 577,201 filed February 10, 1945, now Patout No. 2,601,629 dated June 24, 1952.

I claim:

1. In an automotive vehicle provided with a power plant comprising an internal combustion engine, an accelerator, an ignition system including an ignition switch, a four-speedsforward and tablish the transmission in its four settings, one

of said motors serving in part to control the operation of the ignition system, and means for controlling the operation of said motors comprising a manually operable selector switch mechanism, and a vehicle speed responsive governer operated switch mechanism.

2. In an automotive vehicle provided with a power plant comprising a foot operated sw tch operating pedal, an internal combustion engine, an accelerator, an ignition system including an ignition switch, a four-speeds forward and reverse transmission and a fluid coupling constituting a part of the means interconnecting the transmission and engine and operative to effect a smooth start of the vehicle from rest and to facilitate a start of the vehicle from rest when the transmission is in gear, means for operating said transmission and for controlling the operation of the ignition system to facilitate a certain operation of the transmission operating means, said means comprising two double-acting motors serving when cooperating with each other to establish the transmission in its four settings, one of said motors serving in part to control the oporation of the ignition system, a'single-acting motor for in part effecting the' reverse gear setting of the transmission, and means for controlling the operation of said motors comprising a manually operable selector switch mechanism, a vehicle speed responsive governor operated switch mechanism and a switch operated by the aforementioned pedal.

3. In an automotive vehicle provided with a power plant comprising a foot operated switch operating pedal, an internal combustion engine, an accelerator, an ignition system including an ignition switch, a four-speeds forward and reverse transmission and a fluid coupling constituting a part of the means interconnecting the transmission and engine and operative to efiect a smooth start of the vehicle from rest and to facilitate a start of the vehicle from rest when the transmission is in gear, means for operating said transmission and for controlling the operation of the ignition system to facilitate a certain operation of the transmission operating means, said means comprising two double-acting motors serving when cooperating with each other to establish the transmission in its four settings, one of said motors serving in part to control the operation of the ignition system, a single-acting motor for in part effecting the reverse gear setting of the transmission, and means for controlling the operation of said motors comprising a manually operable selector switch mechanism, a vehicle speed responsive governor operated switch mechanism, a switch operated by the aforementioned pedal, an accelerator operated switch mechanism and interlock switch mechanism operated by one of said motors.

4. In an automotive vehicle provided with a power plant including an accelerator and a fourspeeds forward and reverse transmission, said transmission including three cranks operable to establish the transmission in anyone of a neutral setting, three forward gear settings or a reverse gear setting. power and manually operated means for operating said transmission comprising three separate motors, each of said motors being connected to one of said cranks. valve means for 20 controlling the operation of each of said motors, electromagnetic means for operating both of said valve means, a relay for controlling the operation of each of said electromagnetic means and electrically interconnected switch means for control-,

ling the operation of said relay, said switch means including a governor operated switch, an accelerator operated switch, a manually operated selector switch mechanism, a foot operated switch and a power operated interlock switch mechanism.

5. In an automotive vehicle provided with a power plant including an internal combustion engine, an accelerator, an ignition system, a fourspeeds forward and reverse transmission including a free wheeling means to make of the transmission a unidirectional driving means when the transmission is established in .either one of two of its four-speeds forward settings said transmission being capable of being established in a neutral setting, force transmitting means interconnecting the engine and transmission including a friction clutch, a fluid coupling and a foot operated clutch pedal for disengaging the friction clutch; means, including two motors, for operating said transmission to succesively establish the same in its first, third and fourth gear settings in effecting the upshift cycle of operations and for operating said transmission to successively establish the same in its third and first gear settingsin effecting the'downshift cycle of operations,'the operation of establishing the transmission in its first gear setting from its neutral setting being facilitated by the operation of the fluid coupling when the accelerator is released, the operation of then establising the transmission in its third gear setting being facilitated by an operation of the free wheeling means of the transmission and by a release of the accelerator to reverse the engine torque, the operation of then establishing the transmission in its fourth gear setting being facilitated by a release of the accelerator and an operation of the free wheeling means of the transmission, the operation of subsequently establishing the transmission in its third gear setting in the downshift cycle of operations being facilitated by either an operation of the transmission operating means to momentarily disable the ignition system or by a release of the accelerator to reverse the engine torque together with an operation of the free wheeling means of the transmission, the operation of then establishing the transmission in its first gear setting being facilitated by an operation of the free wheeling means of the transmission.

6. In an automotive vehicle provided with an accelerator, a gear shift lever and a four-speeds forward and reverse transmission operative as a unidirectional drive means when the transmission is established in either its first gear setting or its third gear setting and including two selectively movable transmission members one of which, that is, a first transmission member, serves to operate the transmission to establish the same in either its first gear setting or its second gear setting when the second of said selectively movable transmission members is positioned in a certain setting, and to establish the transmission in either its third gear setting or its fourth gear setting when the latter member is positioned in another setting; force transmitting means for actuating the latter member, that is, the second transmission member; manually operable means for operating the transmission to make possible a reverse gear operation thereof and for actuating the aforementioned force transmission means to establish the reverse gear setting of the transmission; power operated force transmitting means for actuating the aforementioned force transmitting means to effect one or the other of the settings of the second transmission member; a first transmission operating power means for actuating the power operated force transmitting means; selector power means for operating the transmission to make possible either a manual operation of the transmission to establish the reverse gear setting thereof or a power operation of the transmission; a second transmission operating power means for actuating the first transmission member; and means for controlling the operation of the three power means to effect a manually operated reverse gear setting of the transmission when the shift lever is moved to a certain position and to make possible an automatic power operation of the transmission when the shift lever is moved to another position the latter operation being facilitated by the aforementioned unidirectional operation of thetransmission, said control means including a vehicle speed responsive governor, and further including electrical means, comprising a plurality of switches, controlled by means including the governor, the accelerator, the shift lever, and one of the aforementioned power means.

7. In an automotive vehicle provided with an accelerator, a gear shift lever, and a four-speeds forward and reverse transmission operating as a unidirectional drive means when the transmission is established in either its first gear setting or its third gear setting and including two selectively movable sleeve members one of which, that is, a first sleeve member, serving to operate the transmission to establish the same in either its first gear setting or its second gear setting when the second of said selectively movable sleeve members is positioned in a certain setting, and to establish the transmission in either its third gear setting or its fourth gear setting when the latter sleeve member is positioned in another setting; force transmitting means for actuating the latter member, that is, the second sleeve member;

manually operable means, including a Bowden control member, for operating the transmission to make possible a reverse gear operation thereof and for actuating the aforementioned force transmitting means to establish the reverse gear setting of the transmission; power operated force transmitting means for actuating the aforementioned force transmitting means to effect one of the other of the settings of the second sleeve member; a first transmission operating power means, including a double acting pressure differential operated motor, for actuating the power operated force transmitting means; selector power means, including a spring and pressure differential operated motor, foroperating the transmission to make possible either a manual operation of the transmission to establish the reverse gear setting thereof or a power operation of the transmission; a second transmission operating power means, including a spring and pressure differential operated motor, for actuating the first sleeve member; and means for controlling the operation of the three power means to effect a manually operated reverse gear setting of the transmission when the shift lever is moved to a certain position and to make possible an automatic power operation of the transmission when the shift lever is moved to another position, the latter operation being facilitated by the aforementioned unidirectional operation of the transmission, said control means including a vehicle speed responsive governor, and further including interconnected electrical means comprising a plurality of switches controlled by means including the governor, the accelerator, the shift lever, and one of the aforementioned power means.

HAROLD W. PRICE.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,195,365 Getaz Mar. 26, 1940 2,333,115 Neracher et al Nov. 2, 1943 2,444,953 Polomski July 13, 1948 2,571,473 Neracher et a1 Oct. 16, 1951 

